Automatic electrical train-stop.



No. 852,635. PATENTED MAY 7, 1907. H. G. SEDGWIOK.

AUTOMATIC ELEOTRICALTRAIN STOP. APPLICATION FILED Nov. 24. 1905. nnnnwnn nuns, 1007.

8 SHEETS-SHEET 1.

Witnesses atkoznaqw No. 852,635. PATENTED MAY 7, 1907.

H. G. SBDGWIOK.

- AUTOMATIC ELECTRICAL TRAIN STOP. APPLICATION 2mm NOV. 24. 1,905. nnnnwnn JAR. 2, 1901- 8 SHEETS-SHEET 2.-

hweui'oz wumm V PATEN TED MAY '7 8 SHEETB-BHEET 3.

'No. 852,635. PATE'NTED-MAY 7, 1907. H. G. SBDGWIGK.

AUTOMATIC ELECTRICAL TRAIN STOP. rum-non rum) NOV. 24. 1905. nnnnwnn JAN. 2, 1007.

8 SHEETS-SHEET 4.

q/wtneoaeo v I I I I 35% W I yf PATENTED MAY 7, 1907.

H. G. SEDGWICK. AUTOMATIC ELECTRICAL TRAIN STOP. APPLIQATIQN FILED NOV. 24. 1905. RENEWED JAN. 2, 1907-.

8 SHEER-SHEET '5.

sluvenfoz No. 852,635. PATENTED MAY 7, 1907.

H; G. SEDGWIOK. AUTOMATIC ELECTRICAL TRAIN STOP; APPLICATION PILED'NOV. 24. 1905. RENEWED JAN- 2. 1907.

W'tneooes N0. 852,635. PATENTED MAY 7, 1907.

' H. G. SBDGWIGK. AUTOMATIC ELECTRICAL TRAIN STOP. APPLICATION FILED 110124. 1906. RENEWED JAN. 2, 1907.

mm, 4 l M- m IIIRAM G. SEDGWICK, MILL VALLEY, CALIFORNIA.

AUTOMATIC ELECTRICAL TRAIN-STOP.

Specification of Letters Patent.

Patented May 7, 1907,

Application filed November 24, L905. Renewed January 2, 1907. Serial No. 350,431.

To all whom it may concern.-

Be it known that I, HIRAM G. SEDGWICK, a citizen of the United States of America, and a resident of Mill Valley, county of Marin, State of California, have invented certain new and useful Improvements in-Automatic' Electrical Train-Stops, of which the following is a full and clear specification, reference being had to the accompanying drawings, in which Figure 1 is a diagrammatic view of a locomotive showing the arrangement of contactbrushes and the circuits on the locomotive; Fig. 2 a vertical section showing the reversing switch and the valve-operating mechanism on the locomotive; Fig. 3 a plan of'a roadbed showing one section or block of my system; Fig. 4 a detail view showing the arrangement of brushes on both sides of the locomotive Fig. 5 aview showing the circuits of each of the blocks; Fig. 6 a diagramshowing the preferred manner of arranging the block system in connection with a station having adj acent sidings; Fig. 7 shows the preferred manner of arranging the system at a cross-over on a double-track road; and Figs.

8 and 9 plan views showing themeans for protecting switches. r

This invention has special relation'to that class of automatic train-stopping mechanisms in which a valve connected with the train-pipe of the brake mechanism is vented automatically by means on the roadbed when the train approaches a danger zone, the venting of the train-pipe causing the air-brakes to be actuated in the same manner as when vented by the engineer with his controller valve, but it will be obvious that some of the features of the invention are applicable to other types of braking mechanisms.

In its preferred construction, the present invention involves the use of electricity for operating the venting valve, the venting valve being operated automatically by the coming together of contacts carried by the locomotive and contacts carried on the roadbed, a special arrangement of contacts on the locomotive and on theroadbed and suitable circuits and switches being employed, as more fully hereinafter set forth.

In its preferred form the invention sin-- bodies means whereby each train as it pro ceds on its journey protects itself both in rear and in front by successively throwing into circuit a series of danger contacts, so that collisions will be avoided by each train,

I as it proceeds, automatically preempting a block or'section of the track. For singlefor reversing the circuits on the locomotive automatically with the reversal of the engine thereof so that the train will protect itself both fore and aft irrespective of the direc--' tion in which it is traveling, as more fully hereinafter set forth.

Referring to Figs. land 2, the letter a designates the train-pipe of the usual air-brake mechanism, which is connected to a suitable 2, this valve being desirably operated by aclock train in the same manner as set forth in my Patent No. 757,571, dated April 19, 1904, the releaseof this valve-operating mechanism being accomplished by lifting the rod 0, which, as set forth in said patent, permits the valve to make a complete rotation and thereby vent the pipes sufiiciently to apply the brakes. The lifting of this rod is accom plished in the present instance by a pivoted armature lever d which is actuated by an electro-magnet e whose circuit includes a pair of contact-fingers carried in an insulated condition by a dlsk g, this disk being carried by a shaft h to which is attached a denected to the reach-rod 9' of the reversing-lever of the locomotive. co-act with two pairs of insulated contacts and Z, the pair 7c being connected by wires 0 to a pair of separated contact-brushes n on the right-hand side of the locomotive and the two wires m leading from the other contacts being connected to a similar pair of contactbrushes n on the other side of the locomotive. Carried by the disk 9 is another pair of contact-fi'ngers p which are connected together but are insulated from the disk and which are adapted to alternately connect pairs of insulated contacts q and r. The pair of contacts q are connected by wires's to a pair of contact-brushes 15 arranged at the right-hand connected by wires to to a similar pair of contact-brushes on the left-hand side of the 1000- motive. All the contact-brushes are insuclosely-adjacent to the roadbedso that as the locomotive-moves along the contacts will successively make contact with certain contacts on the roadbed hereinafter described. As will be observed'the contacts a arespaced a venting valve 1) shown in dotted lines in Fig.

ending arm 1), this arm being in turn condifierent distance apart from the contacts 25 track railways suitable means are provided The contact-fingersi side of the locomotive,'an d the contacts 1- are lated from the locomotive and are arranged IIO . hereinafter set lorth.

It will be observed that in Figs. 1 and 2 the switch 9 and the rem-.rsing-liwer ol" theloeomotive are adjusted. for going ahead, brushes or contacts/n and t on. the: right side being brought. into action through the wires 0 and 8. When the reversing-lever ol? the engine is Pulled backward to reverse theengine thc' switch (1 will be rotated sulliciently to bring into action the brushes at the left side of the locomotive through the wires m and u, thus putting the mechanism into position. for backing the locomotive.

The contacts on the roadbed are arranged in series or groups, the satetycontacts a being arranged at the beginning of each .block, the settingcontacts 1) being arranged ashort distance ahead of the contacts a, and the restore-contacts 0 being arranged at the end of the block. ln Figsf3 and 5 the con tacts are arranged for a'single-track road, one set being arranged at each side of the road bed so as to be operated by trains going in either direction. At the beginning of each block is conveniently placed a relay or switch-box-d preferably mounted on the usual telegraphpoles adjacent to the roadbcd, and these boXes are connected by two line-wires e, f. The restore-contacts c at the end of a block and also the safety-contacts a and the setting-contacts b at the beginning of the same block are connected by wires to one of the relay boxes, but any other suitable arrangement of circuits may be employed. v

The. safetycontacts are connected by Wires g through a switch It to a battery i, said'switch being adapted to be closed by a magnet j and to be opened by amagnet It.

I When the switch h is closed the safety-contacts are alive and when the switch is open, as shown in Fig. 5, the contacts are dead, that is are cut out from the battery 1.

The setting-contacts b are connected by wires Z to a battery m, one limb of the cir- 4 cuit passing through the magnet of a switch a, this switchbeing preferably theordinary telegraph sounder. The lower contact of this switch is connected to groundv through the battery 0 and the upper contact is connected to ground through a wire p. The armature lever, which normally bears against the upper contact, is connected by a wire (1 with a switch r, this switch being preferably thc-Tordinary relay switch used in telegraphy.

- The wire q passes through the magnets of ,this switch and becomes the line wire f,

which leads to the relay box at. the other end of the block and connects with the companion switch or relay 7* in that box. The relay T, when energized; closes the circuit t of the closing magnet j, the wires of this circuitbe ing connected to the aforesaid battery m.

In each relay box the above-described mechanism is durdieated,the openiugymagnet Ir beingconnected by wires n. to a relay switch 'e amta battery we, and one of the wi res .r ol' this relay beingeonnected through the armature lever of a switch A" and a wire .2 to ground, while the other wire (1% of this relay goes out of the box and becomes'thcline wire 0 leading to the companion relay switch '0 at the other end of the block. The m ag- .net of the sounder-switch 9 is connected in circuit with battery 11: by the wires 712 with the rest'orc-contacts c. The lower contact ol each of the switches y is connected to ground through a battery 0 as above. described it will be observed that if the switch It is closed and the safety-contacts a thereby made the terminals of the battery t' a locomotive upon entering the ing its contact-brushes a make contact with. said safety contacts, since as said brushe s make connection with the safety contacts the current from the battery '11 will actuate the magnet c and thereby vent the brake pipes, but when the battery 01 is cut out by ing mechanism on the locomotive. Should the safetycrmtacts be dead the train will be permitted to pass along to the setting-contacts I); When the brushes t on the locomotive pass over these contacts, said brushes being spaced apart the roper distance to make contact with both t ese contacts at the same time, thebattcry m will bebrought into action through the circuit wires 1 and thus actuate the sounder-switch n. actuation of this switch a throws the battery 0 into circuit of the relay r and'thus (by closing the circuit t) energize closing'magnet j, which closes switch h and makes the safety-contacts afalive, thereby closing the block at a suitable point 'behind the train. After closing the circuit of magnet j the current passes on through the line wire f through the companion relay r in the disarmature lever of the switch 17/ andthrough wire p to ground. In pass ng through this net 3" is closed, thus actuating switch It and throwing the safety-contacts a at the other end of the block into circuit of the other battery 4/, thereby protecting the train at a predetermined distance ahead of it from trains coming in the opposite direction. When the are spaced the same distance apart as the setting-contacts b the same brushes that contacted with the contacts I) also make contact with these contacts 0, thereby closing the circuit (F in which is included the battery 1 w and the magnet of the adjacent sounderthe switch It the safety-contacts will be dead and will haveno e'll ect on the valve-operat- The tant relay box and thence down through the latter relay switch r the circuit t ofthe mag-- train reaches the restore-contacts c, which With an arrangement of contacts etc. such block will be auton'iatically stopped byhav switch y. Thus actuating the switch 3 throws the current from battery up through the adjacent relay '0 and thence through 'line wire e: back to the first relay box and through the com anion relay 1) to ground through wire '2. n passing through the first-mentioned relay 4) the circuit a of magnetic is closed thus opening switch it and cutting out tacts nearest the relay box. This restores all the parts to their normal position, in which position the switches It will be open and all the circuits will be 0 en, thus avoiding waste of current and ena ling a single set of batteries to last a great length of time. A train going'in the opposite direction will, if the initial safety-contacts a, are dead, operate to protect itself in the same manner,that is, by throwing the safety-contacts at both ends of the block into circuit with their re-" and finally through the spective batteries, restore-contacts open the switches h and leave the contacts in their normal dead con dition'.

I have shown and described my system as adapted for single-track railways, but it will be observed that without material modification it may be used on double-track roads, where it is only necessary againsttrains going in the same direction.

. Itwill be observed also that I may employany other suitable system of electrically operated switches in connection with my arrangement of safety-contacts, it being simply v necessary to provide means for automatically renderi'ng the satety-contacts operative behind the train as it proceeds and also in front of the train if the system be used on single-track railways. It will be observed that the battery for actuating the vent-valve mechanism may motive instead of at each relay box, in which case the switches It would. simply serve to metallically connect the safety-contacts. It

will be observed that an essential feature inmy system is that a pair of safety-contacts shall precede the setting contacts a sufficient distance to stop the train should that block be preempted-by another train before the train reaches the next pair of setting-contacts. have shown the contacts arranged in line each other both inside and out-v side the rails but it will be observed that it is within the scope of my invention to arrange the contacts in any other'suitablemanner; or instance, the contacts may be arranged side by side and parallel, in which'case of course the brushes on the locomotive would have to be differently arranged so as to make the proper contact, it being essential only that the selective system I have described be I reserved whereby the valve-operating rushes shall come inIcontact-only with the safety-contacts and the other brushes come in contact only with the settingecontacts and battery i from the safety-com.

to protect a train.

the brakes.-

nected be located upon the loco 'nected by the restore-contacts.

also that I may employ any suitable wellknown means such as a'pilot brush toclear snow and ice from the contacts, and also that I may employ any suitable contacts on the locomotive in lieu of tacts shown;

In Fig. 6 it will be observed that the block which protects the station terminates short of double switches which lead into sidetracks whereby a train stopping at-the station will be from either direction but at the same time said trains may pass around the protected train if they desire to do so by means of the switchesand side-tracks.

the-brush form of con- It... be ob-served protected from trains comlng In Fig. 7' a simple arrangementior a" (1011'- ble-track system is'shown, and in connection with this arrangement I showa cross-over.

and a air of switches therefor which are protecte in the mannershown inFigs. 8 an the stopping-contacts of this protector being designated by the character g these contacts being adapted to be rendered'active, whenever'the' switch is opened to shunt the approaching train into the cross-over, thus preventing the train accidentally running into an'open switch. The contacts f 4 of each pair are separated and insulated from each other and are so spaced that the brushes 1 will make contact simultaneously with them, so that in case these contacts terminals of a battery themagnet ewill be energized, thereby releasing the vent-valve the brake-pipes and applying These contacts f 4 are made the terminals of a battery when the switch is open by the simple mechanism shown in Fig. 8, which consists of. a movable contact h" conto the switch-tongue by a link i and adapted when the switch-tongue is thrown and venting against the main rail to open the switchto make contactwith a contact j. The mo'vable contact is connected to a battery k by awire i and the stationary contact'jis con two wires m each pair of the roadbed-contacts. The other pole of the battery is connected bytwo wires 0 and p res ectivelyto the other two contacts. It will are made the e observed that when the and n with one of switch-tongue is movedaway from themainrail to close the switch, the movable contact will be moved away from the stationary con-" tact j and the battery will thereby be entirely cut out from the roadbed-contacts, and" when the switch-tongue is moved to an open,

will be in circuit with pos1t1on the battery the stopping-contacts, so that the stoppingcontacts WI actuatethe brake mechanism on the locomotive. It will be understoodthat the roadbed-contacts are to be. placed a suflicient dis,

.' tancez from'the switch to stojiithe faste t. move i gj'trainbefore it reaches t "the switchstandsopen.

l be alive, that is, in conditionto e switch in case It .will be observed.- 39

' application aforesair Its ' combination of a locomotive equipped with a .oi the pairs being spaced lengthwise to make contact with one palr of brushes and the concontacts being arranged in tandem, so that electrically-controlle 7 trolled means for applying the brakes, said tacts being arranged to tacts 'the brushes sweep all trical devices connecting the contacts for the purpose substantially tion may be employed in combination with setting-contacts and the restoring-contacts,

with a brake apparatus, electrically-controlled. means for applying the brakes, said means embodying a pair of train-stopping brushes electrically connected, another pair also that even when the switch is open and the battery is in circuit with-the roadbed-- contacts no current is being used.

In Fig. 9 I show a simple way of connecting up a series of switches at a side-track and a junction and one way in which this invcntive and electrically connected, and roadbed appliances embodying a pair of stoppingcontacts,. a pair of setting-contacts beyondv the, stopping-contacts, and a set of restoringcontacts beyond the .my train-stopping system covered by my It will be understood thatwherever I use the word locomotive I employ the term in its broad sense so as to include allrailway motor vehicles whether driven by steam or electricity or other motive power; The advantage in arranging the contacts and the brushes in line with each other, that is in tandem, lies in-the fact that the contacts will be thereby kept clear of accumulations of dirt, ice, etc.

It will be apparent to those skilled in the art that various mechanical embodiments of the invent'on are possible and I, therefore, do not wis to be limited to'th 'exact arrangement and construction shown.

What I claim and desire to secure by Letters Patent is 1. ha train-stopping block system, the

being arranged. to connect in succession only the setting brushes, and the stopping con tacts being arranged to connect only the stopping-brushes, an

nected to the stopping-contacts and embody:

ing a switch and a local battery, a circuitincluding a local battery connected to the setting-contacts and adaptedto close the switch I when the circuit including a local battery connected to the restore-contacts and adapted to open said switch when bridged by the brushes, substantially as set forth.

with a brake apparatus, electrically-controlled means for applying the brakes, said means embodyi-n a pair of train-stopping brake apparatus and magnetically controlled brushes electrical y connected, another pair means tor applying the brakes,said means and electrically connected, and-road bed appliances embodying a pair of stopping-con- I tacts, a,pair of settingcontact s beyond the hes, and-aseries of pairs of stopping-contacts, and a set of restoringcontacts 'on the roadbed, the contacts of one setting contacts and the restoring-contacts being arranged to connect in succession only V the setting brushes, and thestopping 0on tacts being arranged to connect only the stopping brushes, and v contacts arranged in the reverse order on the other side of the roadbed for trains going in v the opposite direction, and electrical connections whereby the brid in of either pair' of setting-contacts Will'set ot ping-contacts, and the bridging of either pair of restore-contacts will restore 'bojth' pairs of stop ing-contacts.

' 5. In com ination, a locomotive e nippedwith a brake apparatus, electrica ll trolled-means for applying the brakes, means embodyin a pair of train-stopping acts of the other pair being spaced lengthwise so as 'to make contact with the other pair of brushes, all the brushes and all the all the brushes swee all the contacts, and

connections and circuits connected to said contacts. h

2. In combination, a locomotive c with a nipped brake apparatus, elctricaly-conmeans embodyin a pair of train-stopping rushes electrical y connected, another pair of bridging brushes. carried by the locomo tive and electrically connected, and roadbed appliances pair of stoppingsaidembodying a contacts, a pair of setting-contacts beyond the stopping-contacts, and a set of restoringcontacts beyond the setting-contacts, the

of bridgingbrushes.carried by the locom'otive pliances embodying ta'cts, a pair of setting-contacts beyond the stopping-contacts, and a set of restoring a pair of stopping concontacts beyond the setting-contacts, the

being arranged to connect in succession only the setting brushes, and the stopping-conconnect onlythe stopping-brushes, all the brushes and all the conbeing arranged in tandem, so that all being arranged to connect in succession only the, setting brushes, and'the stopping contacts being arranged to connect only the stopping-brushes, and a duplicate series of contacts arranged in the contacts, and elecas herein described. 3. Incombination, a locomotive equipped a duplicate series of l brushes electrically connected,- anothrpair oi bridging brushes carried by the locomo 7o setting-contacts, the

setting contacts and the restoring-contacts electrical circuit con- 8o setting-contacts are bridged, and a 8 5 In combination, a locomotive equipped of bridging brushes carried by the locomotive 5 contacts beyond the setting-contacts, the I00 pairs of stop- 1 1o y-con :1

and. electrically connected, and roadbed'ap- I20 I setting-contacts and the restoring-contacts 12 5 the reverse order on the other side of the roadbed for trains goingin the opposite direction, andelectrical connections whereby the bridging of eitherpairs of stopping-contacts, said electrical connections consisting essentially of a local 1 battery in circuit with each pair of contacts and having a double switch in its circuit, an

independent local circuit and batter for each magnet of the double switch, an connections whereby the two switches are opened and closed simultaneously.

. 6. In combination, a locomotive e nipped with a brake apparatus and electrica ly-controlled means for applying the brakes, said means embodying stopping-brushes elec-. trically connected and another pair of bridging brushes, and roadbed appliances'embodying a pair of stoppin -contacts, a pair of set.-

ting-contacts beyond the stopping-contacts,

a pair of restoring-contacts beyond the set? ting-contacts, a duplicate series of pairs of contacts arranged in reverse order on the other side of the roadbed for trains going in the op.-

posite direction, and electrical connections whereby the bridging of either pair of setting contacts will set both pairs of 'stoppingcontacts'and the bridging of either pair of restorecontacts will restore both pairs of stopping contacts to normal, said electrical connec contacts are bridged.

tions embodying aniindependent circuit for each air of sto pin -contacts this circuit an a local battery, local inclu ing aswitc circuits and batteries connected to each pair of setting-contacts and to said switch and adapted to close both switches whenthe sete ,tin -contacts are bridged, and localcircuits and batteries connected to each pair of restore-contacts and to said switches and adapted 'to' open both switches when the restore- .7. In combination, a with a brake apparatus and electrically controlled means for actuating the same, said means embodying two pairs of .se arate'd contact-brushesat each side-of the 0001110- locomotive equipped tive and circuit'wires for each pair of brushes,

andimeans connected to'the reverse leverv of the locomotiveso as to be automatically actuated by reversal ofythe-vdirection of movement of the locomotive'for'bringing into ac-' tionthe'brushes atone side and cuttingout the brushesat the other side, and sets of contacts and circuits on the roadbed, for the purposes set forth,

In testimony. whereof I'hereunto afiix my signature in the presence of two witnesses this 2d day of November 1905. a 1 I .HIRAM G. SEDGWIOK. Witnesses:

8.1-1. ROBERTS, W. M. THACKER. 

